Stephen Bayley of The Observer writes here about the love affair architects have with pedestrian bridges:

Nicely combining art and engineering, bridge design belongs to both architecture and engineering (although at the Millennium Bridge the sculptor Anthony Caro got a credit too). But in recent years, architects have become ever more interested in them, even usurping the engineers with the bylines. There was a time when every architect wanted to design a chair (whose structural duties make them similar to bridges). But now, evidence of the organically enlarging egos of topline architects, only a bridge will do.

And he gives some examples from around the British Isles, like the new Temple Quay bridge in Bristol, just being finished:

The “Living Bridge” at the University of Limerick:

And a bridge in Castleford in West Yorkshire – the starting point for an urban regeneration program:

This time it’s Singapore that’s building a low-level pedestrian bridge at Marina Bay:

The design is by the Cox Group and Arup.

I’ve been arguing here and here that Vancouver needs its own passerelle across False Creek (in addition to the small one at the Olympic Village). Now that the City has indicated it will not fund a Burrard Bridge widening in the next capital plan, it’s time to seriously look at alternatives. Surely we can find a way to both accommodate vessels in False Creek and proceed with the most important sustainable transportation project on the agenda.

In fact, the election should not pass without a commitment from the candidates.

More than ever, it’s apparent to me that we have to seriously examine the possibility for a ped-bike bridge across False Creek, rather than a widening of the Burrard Bridge. The obvious location is under the bridge itself, using the cuts that were made through the columns to accommodate an anticipated streetcar line extension.

Yes, there’s a problem accommodating high-masted boats at high tide. But this should be considered an oppportunity for innovation rather than an intractable problem. Perhaps a separate structure should be considered – a commission to the world’s best architects and engineers – so that Vancouver gets something practical, beautiful and iconic: a statement that, really, honestly, we do take sustainable transportation seriously.

There are some fascinating politics involved with the bridge widening: Ladner cannot support the use of existing lanes for bike routes, while Robertson must. Ladner will be able to use the threat of congestion to solidify his west-side base, while Robertson will use Ladner’s position to peel off support from the cycling and heritage communities.

Maybe a serious examination of a separate low-level structure would be something they could both support.

Bravo to The Sun for stoking a discussion on the future of Burrard Bridge – Bridging the Repair Bill Gap. Journalist Catherine Rolfsen found a range of opinon, from going ahead with the widening but trying to do it cheaper, to building a separate low-level bridge.

My current favourite: the Simone de Beauvoir Passerelle across the Seine:

Cost in 2006: 21 million Euros. But there are so many bridges varying in size and cost, so many being done by great architects with cities vying to outdo each other that I’ll feature some in upcoming posts. (Send in your nominations!)

The 808 metre long bridge has a 139 metre-high asymmetrical pylon, earning the bridge its nickname of “The Swan” by locals because of its graceful posture over the water. The southern span of the bridge has a 89 metre long bascule bridge for ships that cannot pass under the bridge. The bascule bridge is the largest and heaviest in West Europe and has the largest panel of its type in the world. The bridge was officially opened by Queen Beatrix on 6.09. 1996, having cost about 75 million Euros to construct.

It’s time to put together a task force to really explore the options and not lose a chance to build something truly great – and affordable.

On July 4th, 2004, the people of Redding, CA, celebrated the opening of a footbridge – a spectacular piece of engineering art that would become an internationally known icon for their small town.

Designed by Santiago Calatrava (who has gone on to become one of the world’s ‘starchitects’), the Sun Dial Bridge is 700 feet long and cost $23 million.

By comparison, the distance between the seawalls on the North and South Shores of False Creek at the Burrard Bridge is about 950 feet. And I’m guessing that for something under $62 million, the estimated cost of widening Burrard Bridge for cyclists and pedestrians, we might get something equally iconic.

It’s time the city seriously looked at that option.

We need a passerelle across False Creek – a low-level structure that so many cities are choosing for their narrow water crossings, as I discussed here. And I’m not the only one.

Real-estate consultant and City Program instructor Herb Auerbach feels the same:

During the open house seeking public opinion on the renovation of the Burrard Bridge to better accommodate pedestrians and bicycles I recommended that a better alternative was to consider a dedicated light weight pedestrian/bicycle bridge. This recommendation was pooh poohed by the consultants at the open house as technically not feasible and too expensive. In light of the new estimates for renovating the Bridge perhaps this should be reconsidered.

I was delighted to hear an interview with a Carol McArthur (?) the other morning on CBC re the idea for a pedestrian cycle bridge across Burrard Inlet in lieu of trying to modify the bridge for $62 million. I couldn’t agree more, that that is the best, most effective, efficient and people (tourist) friendly solution.

It would also enhance the link from English Bay promenade and the Aquatic Centre to the Maritime Museum, Vancouver Museum and Festival sites (Children’s, Bard on the Beach), Kits Pool, Conservatory and Archives without negatively effecting, in fact reducing the impacts on the Kits Point neighborhoods. It also precludes “tampering” with the Burrard Bridge which has heritage characteristics.

In a world of changing climate, rising energy costs, increasing obesity and limited budgets, how odd that decision makers aren’t spending ‘the first dollar’ on solutions that we know will address all of these challenges simultaneously.

UPDATE: Several commentators have noted the inability to build a low-level bridge because of False Creek boat traffic. Correction: sailboat traffic. Barges and motor-boats would still be able to slip underneath most passerelles. The problem is with the masts of sailboats and the occasional very large boat.

Okay – that’s the trade-off. Unless a draw-bridge was included – too expensive to man, says the city – then sailboat traffic would have to be phased out of False Creek or limited to those with masts that could be lowered.

So that’s the choice: provide ustainable transportation for literally thousands of people a day, save the heritage features of the Burrard Bridge, provide better connections for Kitsilano and the West End, create an iconic structure, and do it all for less cost. Or serve sailboats as the highest priority.

It’s just one element along the finished seawall next to what will be the Athlete’s Village for the 2010 Olympics (and then Millennium Water) – but it’s a grabber:

Yes, it’s a bridge. But since passage is limited to those on foot and paw, I prefer the French term – passerelle. Though they have a long history (the Pont des Arts of 1804, for instance), they are among the most interesting blends of architecture and engineering to be found these days.

The idea behind this one: to evoke the image of a sea-going kayak, including the straps across the deck.

For the record:

These crossings are particularly favoured for narrow rivers in Europe and Australia (see Price Tags 93 for examples), where they can be integrated into bike routes and greenways. From Calitrava to Foster, big-name architects are adding these kind of bridges to their portfolios – for instance, in London, the Millennium Bridge:

And in Paris, the Simone de Beauvoir Passerelle:

Now the obvious question: why is there not a passerelle across False Creek? The need is obvious. A low-level bridge that connects both banks would be an elegant solution to the Burrard Bridge problem. The cost alone – now $50 million – to widen the structure over the objections of the heritage community justifies a look at other options.

The problem, apparently, is that a low-level bridge would block the passage of sailboats. But perhaps it’s time to ask the question: why should we sacrifice a solution that could serve thousands of people every day, support sustainable transportation, add a landmark to the city and save a lot of money to instead serve a few recreational craft that might, with adjustable masts, still be able to navigate the creek?